Roadable airplane



H E FULTUN, .JR

ROADABLE AIRPLANE me@ mi, TLQ

Filed March 3, 1945 @en M, H950 R. E. FULTON, .m 2,533,925

ROADABLE AIRPLNE Filed March 3, 1945 4 Sheets-Sheet 4 Patented Dec. 12, 1950 ROADABLE AIRPLANE Robert E. Fulton, Jr., Washington, D. C., assignor to Continental,

Incorporated, Washington,

D. C., a corporation of Connecticut Application March 3, 1945, Serial No. 580,843

(Cl. 24A-2) 2 Claims.

This invention relates to a vehicle primarily intended for use as an airplane in which a section containing the power unit and the operators controls may be separately used as an automobile.

The history of the airplane is almost as old as that of the automobile. Both appeared at approximately the turn of the century. Yet today, almost a half a century later, there are a Very large number of automobiles in this country to every one privately owned airplane.

Such a condition is the result of certain basic shortcomings in the airplane. Airplanes require airports to operate. Airports are of necessity located on the outskirts of communities, not infrequently at considerable distance. Thus the time saved by the speed of aerial transportation is more frequently than not consumed by the ground-travel time required to get from the airport to the iiiers final destination.

Furthermore, the expense of travel between the airport and the community, usually involving taxis, is not inconsiderable. When to this is added the initial cost and upkeep of the airplane plus that of an automobile which the nier undoubtedly owns as well, it is obvious why few can afford to own an aircraft.

The average auto-mobile ride from point of origin to destination is not over five miles. For every automobile trip of several hundred miles, the average man makes as many as a hundred short local trips. Since he can afford only an automobile or an airplane, his choice is obvious.

This has been the basic factor in retarding widespread public adoption of the airplane in the past and, unless remedied, will have a serious effect on its future. Various endeavors have been made to circumvent the situation. Closerto-town airports, locally available cars for rent, and other expedients have been offered but they fail to solve the basic practical and economic problems.

While the real cure has been much discussed, little or nothing of a practical nature has been executed to carry it into effect. Obviously there is much in common between an automobile and an airplane. Both have wheels, a body, a cab or cabin, a motor, and controls for starting, guiding and stopping. When a pilot leaves his aircraft at an airport and takes a Acab to town he is leaving behind 90% of the basic elements of an automobilean expensive and unnecessary procedure which has done more than any other thing to stifle aviation.

Others `have recognized this fundamental problem and have made efforts to solve it by accomplishing a transition from airplane tocar and back. But the problem has many aspects-mechanical, aerodynamic, practical, safety, economy, comfort, service and maintenance, public reaction and acceptance. Of the several suggested solutions lwhich have been olered to date, all have failed due to neglect of one or more of the above features. Most have been so radical in rconception and based on such untried principles that they have failed to hold public interest. Others have made contributions which, unless supplemented by many additional features, were of little practical value.

It is an object of this invention to produce a readable airplane by making a practical combinati-on of already accepted forms and styles of automobile and aircraft designs, thereby making the final unit one of greater public value by virtue of its ready acceptance resulting from its being basically a combination of already familiar elements,

The present invention therefore is concerned with an airplane having a removable section adapted for use as a standard automobile and an airplane section comprised of wings, fuselage and flight control surfaces, having cooperating interlocking means on the airplane and automobile sections by which the sections may be firmly held together to establish a complete airplane. The invention contemplates the provision of means on the airplane section for supporting it above the ground, when separated from the automobile section, in the same position which it would occupy if it were attached to the automobile section.

The invention, moreover, provides adjustable supports for the airplane section so that it may be brought to the position which will relieve the interlocking means between the sections of supporting stresses so that the interlocking means can be more easily disengaged o-r reengaged when the sections are to be separated or united. As the supports are adjustable the airplane section may be tilted to a position to agree with that position of the automobile section.

The invention further contemplates a construction in which the airplane section may be maintained in elevated position upon adjustable supports provided with wheels whereby the structure may be moved to suitable storage without the necessity of connecting the automobile section thereto.

Also, the invention makes it possible to tie the airplane section down to the ground in a manner customary for airplanes, when the airplane section is to be left by itself in a field.` In securing the airplane section in this manner, the supports provided by the invention are relieved 'of the major part of their load bearing stresses.

Other features of the invention will be apparent from the followingdescription and from the drawings, in which:

Figure l is a side elevation of the vehicle as it appears when the automobile and airplane sections are assembled for night.

Figure 2 is an elevation of the airplane section alone, looking into the end which is attached to the automobile section.

Figure 3 is a side elevation of the rearward portion Vof the airplane section, the enclosing covering being removed to show the structure of the rear landing and supporting wheel support.

Figure 4 is a plan view on the line e-d of Figure 3.

Figure 5 is a plan view on the line 5 5 oi Figure 3, on an enlarged scale.

Figure 6 is an elevation of the main bearing for the rear wheel support, on an enlarged scale.

Figure 7 is a section on 'the line iL-'i of Figure 6.

Figure 8 is a vertical section through the rcrank and screw shaft for operating the rear wheel, on an enlarged scale.

"Figure 9 is Vaside elevation of the support at the forward end of the airplane section.

Figure 10 is a secton on the line ifii6 of Figure'Q on an enlarged scale.

Figure ll is a vsection on the line Ii-lI of Figure 10.

Figure 12 is an elevation of the rack bar to which the forward wheel is attached.

The vehicle as it appears .when the automobile and airplane sections are combined for flight, is shown in Figure 1. The automobile section is indicated at the forward end by the reference numeral I., and the airplane section is indicated at the rearward end by the reference numeral 2. These two sections are held together by any suitable means and since it forms no part of the present invention as herein described and claimed, it is not illustrated here. One exampe of a suitable connection is that illustrated in application Serial No. 580,844, led March 3, 1945.

The automobile section I includes the front wheels '3 and rear wheels and a motor to which the propeller 5 is attached. Also included in this section is a steering mechanism, a driving ccnnection from the motor to one or more wheels, and theV usual manually controllable devices associated in an automobile and in an airplane.

. The airplane section 2 includes the usual fuselage portion t and to it are attached the forward lifting wings 'I and the usual tail surfaces in dic-ated generally at S. In addition, the arplane section includes linkages and connections operated by the pilot for manipulating the movable control surfaces of the airp'anesection. These linkages andconnections must be broken or disconnected when the sections are separated but the means for accomplishing this constitutes no part of the presentinvention One mannerof accomplishing this is disclosed in application Seplane is at rest this wheel IQ is held above the ground as shown in Figure l. Wheels 9, which are suspended beneath each wing l are also held in an elevated position as is shown in Figure l when the airplane is in use.

Just prior to the time that the automobile section i and airplane section 2 are to be disengaged from each other, the invention contemplates the movement of the two forward wheels 9 'and the rear wheel it downward to the ground, as is shown in Figures 3 and 9. These wheels 9 and IEB will then support the airplane section independentiyof its attachment to the automobile section, and this will relieve the supporting stresses on the interconnecting means so that the automobile section may then be disconnected and driven oif. VThe airplane section wiil remain independently supported as shown in Figure 2, in readiness to receive and be reattached to the automobile section.

As the wheels S and It provide a three point support for the airplane section 2 and they are cach 'independently adjustable as will be eX- plained, this section may be adjuslably supported` in the same position which it would occupy if it were attached to the automombile section I. This makes it possible to compensate for any unevenness in the ground at the location where the dis connection and 'reconnection of the sections takes place.

The liningeup of the interengaging means between the sections is therefore facilitated. This makes it possible for one person to disconnect and reconnect the automobLe and airplane :sec-v tions. VAfter the airplane section is reconnected to the automobile section, the vehicle is made ready for flight by the elevation of wheels S and lil `as shown in Figure l, but if through oversight, the wheels are not elevated, the airplane may take off and land safely.

YTherear wheel i6 is rotatably mounted between the arms of a forked member il; see Figure 3. This forked member II is swiveled at I2 in a bracket i3 to which is clamped the leaf-springill. It will be noted that the swivel I2 is vertical so that wheel I 0 may freely caster to any position rearwardly from the direction of movement of the airplane. It may be mentioned that instead of the Wheel I, a `conventional skid may be employed as the tail support.

The forward end of Ythe leaf -spring Ill is bolted to across bar I5 extending between the side arms i@ of va frame member; see Figures 3 and 5. At their rearward extremities, the side arms I6 are joined by an end piece il. `Beneath this -end piece l l is a clamp i3 to which the spring Ifi is attached. Arms I6 Vare provided with bearings I9 at their corresponding forward ends and attached to these bearings I9 are strut members E@ which converge to a bearing at 2 I. A brace member 22 Y extends from the strut members 2G at a vpoint rial No. 580,842, led March 3, 1945, now Patent iii' is a sleeve 2t and to this sleeve are attached Y frame arms 23.

At their divergent ends the frame arms are attached vto a sleeve 25 which is journaled upon a cross member 2S (Figure 6) of the airplane framework. This cross member E@ is readily removable, as will beA described.V Y

Pivotally attached to the bearing at 2l .are the convergent ends of link members 27, Whichare escasas-w pivotally attached at 28 to the uprights 29 of the fixed framework of the airplane. These uprights 29, see Figure 3, extend downwardly to the 1ongerons 3D at points in line with the axis` of the bearing at 25.

The distance between the pivots at 25 and 28 is equal to the distance between the bearings at I9 and 2l, and the length of the frame arms 23 are preferably equal to the length of the links 21 so that a parallelogram is dened by the elements 29, 23, 21 and the portion of the uprights 29 lying between the bearings at 25 and 28. This parallelogram relationship is maintained throughout the diiferent positions that these supports may assume when the wheel is retracted or projected.

As is shown in Figure 3, when the wheel lil is in its upper, retracted position shown in dotted lines, the leaf-spring i4 is disposed substantially horizontally so that it may readily flex under the pressure which may be imposed upon the wheel I by its possible contact with the ground in landing. As a consequence, the leaf-spring I4 lies close to the underside of the airplane and the wheel I0 and its supporting fork li are disposed also close to the framework of the airplane for landing. When the wheel is in its lower, projected position shown in full lines in Figure 3, the leaf-spring i4 still maintains a substantially horizontal position which is parallel to that which4 it assumes in its retracted position. The paraln lelogram arrangement of the linkage mechanism isof importance because it maintains the spring i4 and the pivot I2 in their most advantageous positions for ilexure of the spring and pivoting of the wheel, in both the retracted and projected positions of the wheel l0.

To move the linkage above-described which supports the wheel I9, the frame arms 23 are made part of a rigid framework which includes the strut 3l connected at one end to the sleeve 24 adjacent the bearings at I9. At its other end the strut 3| is connected to the junction point of uprights 32 the lower ends of which are attached to the sleeve 25 as best shown in Figure 6.

Attached to the sleeve 25 and extending therefrom in a direction substantially opposite from the arms 23 are arms 33 which converge at a ycke 34 to which they are attached. A brace 35 is attached to the yoke 34 and to the uprights 32 at their point of connection to the strut 3l. The framework made up of the members 33, 23, 3i, 32 and' 35 constitutes a rigid trusswork, as appears from the side elevation of Figure 3.

lBetween the arms of the yoke 34 is a nut 31 which is trunnio'ned to these arms as shown in Figure 8. Screw-threaded within the nut 31 is a shaft 38 which also passes through a bearing block 39 in which it is freely rotatable. The bearing block 39 is held against endwise displacement along the shaft 3B by means of a collar 4I secured to the shaft beneath the nut 39, and a sleeve 42 above the nut 39 and extending to the afxed crank 43. The bearing'block 39 is trunnioned in plates 44 on opposite sides thereof and which are attached to the fixed framework of the airplane.

The above mounting of shaft 38 permits its rotational movement and also its pivotal movement aboutthe trunnions for bearing block 39, but prevents endwise movement of the shaft. As a consequence, rotation of shaft 38 by hand crank 43 causes up or down movement of nut 31 and this swings the framework which includes the arms 33 and 23, about the bearing at 25. By turning the crank 43. which as shown in Figure 1 is readily -`extensions 54.

available on the top side of the fuselage 5, the Wheel I9 may be moved to its retracted or projected position.

To limit the upward movement of the framework which carries the wheel I0, under the action of crank 43 and especially against shocks on the wheel I0 during landing, a cross plate 43 is affixed between the longerons 3B toward their rearward ends. This plate 45 is in position to be borne upwardly against by the end piece I1 and a portion of the` side arms I6, as appears from Figure 4. This provision relieves the actuating frameworks of forces imposed by landing,

To strengthen the actuating framework forV -wheel l0- when the wheel is in its projected position, a stop member 41 is aixed to the junction point of strut members 29 and brace member 22. This stop member has a pressure pad 48 at its free end to bear against the strut 3| when the wheel lll is in its downwardmost position. As

appears from Figure 3, upward pressure on wheel l0 when in its projected position is largely susv- V tained by pressure of the stop i1-4S :against strut 3i, instead of by the link members 21. The

link members do not therefore have to be made strong enough to sustain compression loads.

It has been noted that the cross member 26 upon which the sleeve 25 is journaled, is removable frorn the airplane framework. This is accomplished, as is best shown in Figure 6 by affixing the ends of the cross member 2B to flanges50 as by welding at 5I. Flanges 50 may be attached by bolts 52 to complementary flanges 53 which are secured as by welding to the inner ends of to the longerons 35iy at the points of attachment thereto of the uprights 29.

It will be appreciated that it is necessary to have an opening through the underside of the fuselage 6 which is large enough for the movement therethrough of the arms 23 and arms i6. As it is desirable that this opening be closed when the airplane is in flight and the wheel l0 I is in its retracted position, a plate 55 is secured by clamps 56 to the underside of arms 23. When the wheel Ill is retracted, plate 55 lies against the underside of the fuselage 5.

The means by which the wheels 9 beneath each lifting wing 1 may be elevated or lowered, is shown in Figures 9-12. A description of one of these means for one wheel 9 will sunice for an understanding of the corresponding means for the wheel 9 on the other side of the airplane.

The wheel structure to the left of Figure 2 will accordingly be described.

Wheel 9 is rotatably mounted between a forked member 60 which is swiveled to the lower end of a rack shaft Bl. Rack teeth 62 are formed along one side of the shaft 6l, as by the insert bar 63 held in place byscrews S4. The rack shaft Sl is telescopic within the tubular member G5.

Tubular member 65 is attached by a bracket 66 at its upper end to a beam 61 within the wing 1. At its lower end, the tubular member 65 is attached by a tie rod BB to the forward strut 69 for the wing 1. To further strengthen the tubular member B5, it is attached at a bracket 1| centrally of its length to a tie rod 12 which is secured at its upper end to a spar 13 within the wing 1.

TA brace 14 extends from bracket 1l to the wing The extensions 54 are attached` ground with tie ropes' 7 Y tubular iiber 65 and its? connection: to? strutsk hiiid-` 11,- not-oly isthe tubularA member? rigidly? supported, but the wing 'I is more? sup^`|` ported;

To nieve the rackV shaftv llV u'p and" down the tubular memberl 65, a= rack gear'- 80 is provid'edto mesh with-the teethlBZv-through anopen-` ing. 1'9l in the-*wall of the tubularl member' 65; Gea-r 8U isfrota-ftablefupon a cross pin `8 I, vthe ends# off wh'ichpassthroughv opposite wallsA 82;-83 ofVA a=gearbo`x afliiedtotlieftubular member (i5.

Also rtatablyrountedupon pin 8l Yisa, worlni manually rotated Rotation ofliaiid crank SSin Vthep'ro'per direc'A`V tion-willraise or-lowerr wheel 9,1as isd'esired; Any adjustmentinpositin of! either wheelJ 9' on op-4 p'osite' sides of the-fuselage'- may be independently obtained.- 'I-he' Lr'esencepf the worm' in the* gea/rl system willV oafusether wheels Sito*- remainin.a;ny adjusted positionlasfthe worm resistsl al p thev automobile section. This makes` it possiblek readily to disengage or reeiiglageth'ese sectior'is'.l Moreover;y since the airpla 4'seotioni's carried ui'on Wheels/9' and HlWherli-itisvalpart from the" automobile' section" t-may bei easily wlieeled to any desiredlo'cationf K Y lWhen the 'airplane se'otionv2is1diseia'gei fronr the-automobile sectionlf, the airpla'rieise'cti'on r'ri'a'y" be rliousedunderoover', -as inlahan'gar-- or garage:-

' supporting structures be relieved", t6- the" eX'te'Iit--- possible,V ofV thev need"for*carrying tl'ielfull wight .t beneath this perdonav 'rneiwneelsf'ef'are elevjted by. turningthe'l cranks l 95 until? the` skid 9TY corrtaotsthe'groundandrthe wheels Sarethe'nfurther 'slightly elevated so as? to be slightly-above? the ground-but inV a positionA topreventany eX`- treme lateral-ftippingof theV airplane section; 'Ihetie-r'opesare'then'attaohedto thetipsof thwngs to-` prevent thern` from; lifting: under thefinuence of af'wind.'

in its lowered position shown-- in full 'lines in'Fig;

' iure 3 whenA the airplane section is' f aloneand resting on the skidfS-Fbut itf-sfpreerabIeV that'- it be vmoved Vto the posi-tion oi-Figure lwsolasito bringethe tail surfaces closer tothe groundand relieve Y the framework attached to v thewheel` I' of theload-oi supporting the tail-portion of thev air-plane section.- When-the tai-l wheel l0- is in Y retractedposition.- the plate l'ldi-rectl-y bearsQ /and:anni: seby' wnicmnesnaft 89 maybe" 8V Y tneisci, has Eejen'- explained; '1i-n: tau per? een will. aisne@ ned m anlanchnnei dernte overcome une: tendency'of ai wind tauft thertaii Surfaces After the airplane section has beentie'd down in-tliis manner, order to-r'etui'n ittol the position` tof be1att'ache'dto the' automobile' section; Vit is} elevated b'y turning the'- liarid cranks 43 and 95. Itis possiblefinthi's mannetoread-ilyalig theirrt*erlo'cklr'i,glii elements s`0- thatl they may b easily? engaged;

' What is! claimedis:

tion, :cas-terd wheels at the lower'e'nds of? ea'c'hf of said: adjustable wing supports, atailsupport including a4 v`castered supporting wheel, and means for adjustably positioning said tailsup;`

port without tilting the axis of casteri'ng' where# by .it` may function in its upward position asal tail support? for the assembled` vehicley when necessary and be moved downwardly away from the tailstructure tosupport therear end of the" 35;,

aircraftportionv in a higher position above the ground when the automobile portion isv to bev ree" moved. Y v

2. A vehicle comprising an autoniobile portion having supporting' Wheels, a separable aircraft portion having wings andY tail structure; inter' engaging means for retainingL said portions assembledrelation for flight of the vehicle;u aircraitportion being' supported as a" cantilever by. the said automobile portion when they areso' "connected, a tail support onthe airplan'e'porton having a castered wheel at its lower end;` and means for adjustably positioning said tail'sup: port whereby it may function in its upward {pio} sition as ata'i'lsupport for the assembled"vehicleA 'when necessary', and be ioveddownwardly away' from the tail structure to' support the rearward end'of the' aircraft portion in a higher position" when the automobii'eportion is to' be removed; said Ineansv for adjustably positioning saidtail support including` a paralielogram structure that lowers said ta'il's'upport without tiltin'gstheais about which the wheel is casteed.'

REFERENCES' CITED The"followingreferences'are of recordVV the" lei'of this patent:

NI'T'ED sTATE's 15ATENT` 

